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Touring The i-95 express Toll lane
projecT in Maryland SepteMBer 2010
By Marta J. Mills, marketing editor, Baltimore
It’s often easy to be lulled into a kind Artistry aside, these bridge structures
of complacency traveling on our have an expected life of up to 80
interstate road system. To appreciate years without significant repairs,
this feat of engineering, it helps to while carrying as many as 200,000
see the interstate closeup—outside cars per day. This project was
the walls of a vehicle—led by an the result of a study done by the
experienced tour guide. Maryland Transportation Authority
(MDTA) to provide congestion
Six Baltimore marketers were recently
treated to a unique view of one of the
largest surface transportation projects
on the East Coast. Construction
manager and senior associate
Gradon Tobery showed them some
of the more remarkable aspects of
the Section 100 reconstruction of
Interstate 95 from the I-95/I-895
split in Baltimore, 10 miles north to
the I-95/MD 43 interchange.
This mega project involves the
reconstruction of the existing 4-lane
freeway and construction of a
2-lane express toll road northbound
and southbound to reduce traffic
congestion. The centerpiece of the
reconstruction is the I-95/I-695 relief to the I-95 corridor northeast A view from below the complex
interchange dubbed “the spaghetti of Baltimore. The project design road geometry of the new
bowl” because of its complex featured a facility that would I-95/I-695 interchange.
road geometry. The interchange is meter traffic during peak periods,
impressive to drive with its skyways allowing drivers to pay a toll to move
and gently curving stacked decks, but through this segment of I-95 more
from the ground, one can really sense efficiently. STV became involved in
the magnitude of its engineering. 2004, providing general engineering
The overlapping skyways—some of consultant services for this $1.4
which rise 110 feet—amid a forest billion project—all of which is
of mammoth cement columns, make funded with non-federal monies.
the project appear like a massive
open-air cathedral. Gradon divided the 10-mile highway
project into 11 construction
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contracts. One of the central tasks Another major challenge in a mega
was to redesign the I-95/I-695 project like this was coordinating
interchange, eliminating the braided with dozens of subcontractors while
portion of I-95 and removing the left staying on schedule and within
exit and entrance. This allowed for budget. Gradon is proud that he
future expansion and the inclusion has kept the work on schedule
of express toll lanes while improving and currently under-budget. But
traffic flow through the interchange perhaps he is most proud of the
and adjacent roadways. Construction project’s safety record with no major
of this interchange involved 12 new accidents or fatalities.
bridge structures, four of which were
elevated ramp structures roughly The project’s success has been
2,500 feet in length; five noise barrier recognized within the industry
systems; and the replacement of two with awards from The American
existing bridges. Concrete Institute for its concrete
construction, one on the I-95/I-
The express toll lanes, in the two 895 interchange reconstruction
center lanes of the interstate, give and another for the I-95/I-695
drivers a choice of paying a toll to interchange reconstruction. The
travel in the faster lanes or stay in project also garnered Mid-Atlantic
the free outer lanes. Rather than Construction Magazine’s Best of
toll booths, the express lanes use 2007 Award for quality construction
electronic tolling which collect tolls of the Cowenton Boulevard and
via devices mounted on an overhead Joppa Road I-95 overpass.
gantry that reads a transponder in
a driver’s window. The toll lanes are
designed to improve traffic flow and
will be an important revenue source -All photographs taken by Darlene
for the MDTA. Sommers, marketing, Baltimore.
Six members of Baltimore’s marketing
group were recently given a tour of the
I-95 express toll lane project. Pictured
from left are contract administrator
for the project Steven Brown, Jennifer
Johnson-Surniak, Marta Mills, Anna
Denbow, construction manager Gradon
Tobery, Matt Conrad, and behind Matt,
Amy Morrison.
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